Shock absorber



Jan. 18, 1927. ,7

J. A. ERNE SHOCK ABSORBER Filed May 5. 1926 [JY VENTOR- ATTOBJYEX Patented Jan. 18, 1927.

UNITED STATES JOHN A. m, WEST ST. PAUL, MINNESOTA.

SHOCK ABSORBER.

Application fled Kay 5,

My invention relates to a shock-absorber for vehicles and the ob ect is to provide a simple, efiicient and inexpensive device of said class particularly adaptable for automobiles, for keeping a car body in comparatively smooth steady movement as the wheels are passing over uneven road surfaces.

In the accompanying drawing:

Fig. 1 is a longitudinal sectional elevation of the lower front and left side of an automobile, and my improved device in operative position.

Fig. 2 is an enlarged partly sectional View of my device in its two-cylinder form, about as on line 22 in Fig. 1.

. Fig. 3 is a longitudinal section of the aircushion cylinder of my device, as on line 33 in Fig. 2.

Fig. 4 is a longitudinal section of the compression spring chamber of my device about as on line 4-4 in Fig. 2.

Fig. 5 is a longitudinal sectional elevation of my device in a modified form, embodying two concentric cylinders.

Referring to the drawing by reference numerals, 5 designates the left front wheel of an automobile, 6 the left side main frame member, 7 the front, left body supportin leaf spring suitably secured (not shown? to the front axle 8 and its front end connected at 9 to frame 6 and its rear end connected with frame 6 by the usual spring clip or link 10.

My device involves the use of two preferably integral cylinders, as 11-11, arranged parallel and in fixed relation to each other as in Figs. 1-4 inclusive, or two concentric c linders as 2627 in Fig. 5. In both types the cylinders are mounted horizontally at or near the main frame and above the central part of spring 7, by means of a suitable lug 12 and bolts 13. Both cylinders preferably have a closed end and the open end adapted to be closed by a suitable screw cap 14 as in Figs. 3 and 4, or a single large nut as 14* in Fig. 5.

At each of the upper and lower sides of the cylinder member I provide a pair of spaced lugs 15 in each pair of which is a transverse pin 16. In cylinder 11 I place a piston 17 and in cylinder 11- a piston 18. 17 is a piston rod secured in piston 17 and 18 is a like piston rod secured in piston 18 both said piston rods extending through their caps 14 in parallel relation and joined 1928. Serial Io. 106,828.

at their outer ends by a cross-head 19. In cylinder 11, 20 is a helical coil spring between piston 17 and the closed end of the cylinder. Piston 18 in cylinder 11 has a central rearward bolt-like extension with a head 18 between which and-the web of the piston is mounted a slidable. washer 21 which automatically closes a circular row of apertures 18 in the said piston web when the piston is moving as from right to left in Fig. 3 and compressing the air in the rear end ofthe cylinder. Opposite movement of the piston. as from left to right, causes the washer 21 to be drawn away from the apertures and air may pass freely to and from opposite ends of the cylinder.

22 is a flexible strap secured to upper pin 16 and passed through a stirrup-like part 19 of cross-head 19 (Fig. 2) and thence downwardly and rearwardly to a roller 23 on lower pm 16 and thence downwardly to a suitable bracket 24 fixed on the axle 8 and fixed thereto as at 25 in Fig. 1.

Thus it will be readily understood thatvertical movement of the car axle 8 caused by bumps or hollows in the road will cause the flexi 1e strap 22 to push the piston rods rearwardly or ease them forwardly. With rearward movement of the piston rods spring 20 is compressed and in cylinder 11 air is compressed back of piston 18, simultaneously, when the wheels for example go into a depression and the lower end of strap 22 is pulled downwardly. Sudden upward movement of the axle will relieve tension on the strap 22 and the piston rods are projected outwardly and subsequently the said rods are moved rearwardly causing compression in the cylinders as the wheels return the axle to normal 'position.

In the modification Fig. 5 I use two concentric integral cylinders of which the inner one 26 is the air compression chamber, 27 is the outer cylinder forming a longitudinal chamber 28 in which I place the spring 20. 29 is a cylindrical piston guided in the chamber 28 and its rear end engaging spring 20. 18 is a piston within chamber 26 having a piston rod 18* inder 29, said (parts similar to correspondingly numbere parts in Figs. 2, 3 and 4.

The outer end of cylinder 29 carries a roller 30 on a pin 31 and the strap 22 engages said roller 30 slidably in the same manner as the stirrup part 19 in Fig. 2 is engaged. In

concentric of the cyl- Fig. 5 14 is a nut bored for slidable insertion of member 29 and is threaded to engage and close the open end of cylinder 27.

The use of my device has been fully disclosed in the above specification.

I; claim:

1; A shock absorber for vehicles having a bod supported b a spring element in vertica y spaced re ation to the wheel axles, said shock absorber adapted to be mounted on a fixed part of the frame near each wheel and above the axle and comprising a air of parallel horizontally arranged cylin ers,

a piston rod for each cylinder, a piston secured to one piston rod within one of said 0 linders, a compressible spring element in the other cylinder and a piston normally engaging one end thereof, said piston rods projecting outwardly from the cylinders and united externally thereof, a flexible element slidably engaging the outer common end of said piston rods and adapted to oscillate said pistons.

2. The structure specified lIl claim 1 in which said flexible element comprises a strap secured with one end above said cylinders and extended over the outer end of said piston rods, thence returned-toand slidably engagin a transverse guide fixed under said cylin ers and thence extended downwardly and its other end secured to the wheel axle.

3. A shock absorber for vehicles having a body supported by a spring element in vertically spaced relation to the wheel axles said shock absorber adapted to be mounted on a fixed part of the frame near each wheel and above the axle and comprising a pair of arallel horizontally arranged concentric cyhnders, a piston rod for each cylinder, at

iston secured to one piston rod within the inner one of said cylinders, a compressible sprin element in t e other cylinder and a cylindrical piston rod normally engaging one end thereof, said piston rods prqecting outwardly from the c linders and united externally thereof, a exible element slidably enga ing the outer common end of said piston r s and adapted to oscillate said pistons.

In testimony whereof I afiix my signature.

JOHN A. ERNE. 

